Factory service manual for the Austin Gipsy. The type of information contained in this workshop manual include general servicing, maintenance and minor repairs, advanced repairs and rebuild guides. Topics include Engine, Gearbox, Differential, Suspension, Steering, Brakes, Interior Fittings, Exterior Fittings, Body Panels and Electrical Systems with wiring diagrams.
This is the original factory service workshop and repair manual, used in workshops by mechanics. It is a comprehensive informational book. From the manual you will have access to the most complete information on diagnosis, repair and maintenance used in official workshops. This information will help you repair your vehicle and perform maintenance yourself. Hundreds of information pages, work methods, electrical diagrams at your fingertips in a single download.
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In the post-war era, the FV1800 Nuffield Mudlark, which would later become the FV1801 Austin Champ, was designed as the first in the new CT series [necessary clarifications] of soft-skinned military vehicles for the British Army. Mudlark used the new Rolls-Royce B40 engine, a fully independent suspension based on Tracta gaskets and a 24 V electrical system with a high-speed, two-speed generator capable of powering an FFW version. Despite these technical characteristics, the resulting vehicle was not popular or successful, being seen as very complicated and a maintenance and repair nightmare. The Champ was also expensive, compared to simpler vehicles. The last Gypsy was a reaction to both the champion’s failure and the Land Rover’s success.
Both the Champ and the Gipsy were significantly different from the American Jeep, the Gipsy being much closer in design, appearance and price to the Land Rover.
Unlike the Land Rover, the gypsy’s body was made of steel. The suspension was sophisticated and independent, using “Flexitor” rubber springs developed by Alex Moulton, giving Gipsy the ability to travel at high speed over rough terrain. In due course, later models offered leaf springs as an option on the front and rear.  He used a BMC 2199 cc gasoline engine based on that of the Austin A70; the compression ratio was 6.8: 1, making the gasoline-powered vehicle tolerant of low-octane fuel. A 2178 cc diesel engine version was also offered. The Gipsy was available for the first time with a short wheelbase (SWB) of 90 inches (2,286 mm). A 111 inch (2819 mm) long wheelbase (LWB) version became available from the Series II.
When BMC merged with Leyland to form British Leyland, Austin Gipsy and Land Rover were being produced by the same company. Production of the Gipsy was halted after about 21,208 vehicles were sold.
The Austin Gipsy was assembled from CKD packaging in New Zealand at the Austin distributor’s Petone plant, which was opposite Todd Motor’s assembly plant for the Rootes Group and Chrysler Australia products. Austin Maxis were later assembled at the same plant.
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